Railway signaling apparatus



April 12, 1938. (5. w. BAUGHMAN RAILWAY SIGNALING APPARATUS 2 Sheets-Sheet 1 Filed Jan. 30, 1936 RWM RAN

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' INVENTOR Geo/v90 ZlLBauglzmazz ATTORN EIY April 12, 1938. G. w. BAUGHMAN RAILWAY SIGNALING APPARATUS 2 Sheets-Sheet 2 Filed Jan. 30, 1936 ATTORNEY Patented Apr. 12, 1938 PATENT :OFFlCE RAILWAY SIGNALING APPARATUS George W. Baughman, Edgewood, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application January 30, 1936, Serial No. 61,561

24 Claims.

My invention relates to railway signaling apparatus, and particularly to apparatus controlled by a train approaching a fixed location along the track for governing a signal in accordance with the speed of a train.

A feature of my invention is the provision of novel and improved apparatus controlled by a train as it travels two or more consecutive track sections in approaching a fixed location to operate a time measuring means for establishing a signal control if the train exceeds the limit of speed predetermined for any track section. A further feature of my invention is the provision of apparatus controlled by a train as it travels two or more consecutive track sections wherewith a single time measuring device which governs the operation of a signal is reset and a new operation thereof initiated in response to the front end of the train entering each track section. 7 An other feature of my invention is the provision of apparatus of the type here involved wherewith a train approaching a highway crossing effects a relatively uniform warning period of a highway crossing signal over a relatively large range of speeds. A still further feature of my invention is the provision of apparatus of the type here involved which may be made to effect relatively longer times of warning of a highway crossing signal in the higher ranges of speed than in the lower ranges of speed. Other features and advantages of my invention will appear as the specification progresses.

I will describe one form of apparatus embodying my invention, and will then point out the :3 novel features thereof in claims. g

In the accompanying drawings, Fig. 1 is a diagrammatic view of a preferred embodiment of the invention and wherein the control effected is utilized to govern the warning operation of a highway crossing signal. Fig. 2 is a diagrammatic view illustrating the principle of the invention.

Figs. 3, 4, and 5 are diagrams illustrating the manner whereby apparatus embodying my invention when used to govern a highway crossing 5 signal may be applied to different arrangements of automatic wayside signal locations. Fig. 6 is a diagram illustrating the manner of applying the principle embodying the invention to effect relatively longer times of warning of a wayside in the lower. In each of the several views, like reference characters designate similar parts.

Although a specific application of apparatus embodying my invention is herewith disclosed, it

55 will be understood that my inventionis not limcrossing signal in the higher ranges of speed than ited to the control of a highway crossing signal and this one application will serve to illustrate the many places where the invention will be useful.

Referring to Fig. 1, the reference characters I and l designate the traffic rails of a stretch of railway track over which trafiic normally moves in the direction indicated by an arrow and which rails are intersected at grade by a highway H. A highway crossing signal S is located at the intersection. This signal S may take any of the several different forms for highway crossing signals and is here shown conventionally as a flashing light signal. The immediate control of signal S is effected through the medium of an interlocking relay L the arrangement being such that when left-hand winding 2 of relay L is deenergized and its full down contact 3 is closed operating current is supplied to the mechanism SM of signal S and the signal displays a warning indication by alternately flashing two red lights, but when winding 2 is energized or when the right-hand winding 4 of relay L has been deenergized prior to the deenergizing of winding 2, the contact 3 is held open, and no operating current is supplied to mechanism SM and the lights of the signal S are dark. It will be understood that the right-hand winding 4 of relay L may be governed in the usual manner by apparatus responsive to traffic approaching the intersection from the right, as viewed in Fig. l, but which apparatus is not shown in the drawings since it forms no part of my invention.

The rails I and I are formed by the usual insulated rail joints into a series of track sections, here designated by the reference characters A, B, C, D, and E, and which sections are traversed successively in the order named by a train approaching the intersection when moving in the normal direction of traffic. Each of these track sections is provided with a track circuit which includes a source of current, such as a battery 5, connected across the rails at one end of the section and a track relay designated by the reference character R plus an exponent corresponding to the section connected across the rails at the other end of the section. As will appear hereinafter, the relative lengths of these several track sections hold a definite relationship with respect to each other and which relationship is dependent upon the desired warning periods of r the highway crossing signal prior to the arrival of a train at the intersection, and also upon the minimum and maximum speeds of trains passing over the intersection.

The consecutive track sections A, B, and C are timing sections, the length of each being directly proportional to the speed limit predetermined for its section and the length of each bearing a selected relation to the distance between the near end of a section and the highway crossing, said relationship being such that the same interval of time is required for a train to move from the near end of each section to the highway crossing at the respective speed limits. The sections D and E are operating sections, the length of each being determined in the manner to be pointed out later.

The track relays BR, CR, and DR are each provided with a slow releasing repeater relay r designated by the reference character P plus an exponent corresponding to the associated track relay, and which repeater relays are controlled in each case over a front contact of the associated track relay, as will be readily understood by an inspection of Fig. 1.

The apparatus includes a time measuring means TM and a control relay F. The time measuring 1 open and the signal S is inactive.

which are well known and is here disclosed as consisting of two time element relays TE and G. The relay TE is characterized by being slow to pick up and quick to release and the relay G is slow releasing in character. be of the type described and claimed in the United States Letters Patent No. 1,966,965, granted July 17, 1934 to Branko Lazich and H. E. Ashworth, for Electrical relays. The relay TE is so proportioned and adjusted thatits contact arm 6 is moved and makes engagement with a front contact I only after the winding of the relay has been energized a predetermined period, such as, for example seconds, but upon deenergization of the winding of the relay the contact arm 6 imnediately drops from whatever position it has been advanced back to its normal position. A contact finger 8 is operatively connected with the contact arm 6, as indicated by a dotted line in the drawings, to check the normal position of arm I 6, the arrangement being such that contact finger Q 8 engages a stationary contact 9 only when the' contact arm 6 occupies its full normal position. The relay G may be of any of the the well-known direct current slow releasing relays. The function of these relays TE and G which comprise the time measuring means will appear hereinafter.

Normally, that is to say, when the track sections A to E are all unoccupied, the track relays are all energized by virtue of the track circuit in which each relay is included; the repeater relays BP, CP, and DP are picked up, and the winding 2 of relay L is supplied with current over a circuit extending from the X terminal of any convenient source of current, such as a battery not shown, front contacts 39, I0 and I I of repeater relays BP, CP, and DP, respectively, front contact l2 of track relay ER, winding 2 and to the opposite terminal Y of the same source of current, and winding 2 is energized withthe result that contact 3 is held The relays F, TE, and G are normally d-eenergized.

To effect desired warning periods of a highway crossing signal through the medium of a single time measuring device TE, which issuccessively operated as a train travels the timing sections A, B, and C, the operating time of the device TE is based upon the permissible variation in the warning periods of the highway crossing signal. the minimum warning period be taken as T seconds, the maximum warning period as T seconds The relay TE may a and the operating time of the time measuring means as 75 seconds, then t is made equal to T1/T (T1T) The lengths of the various track sections will be determined in accordance with the operating time of the time measuring means which, as just stated above, is based on the permissible variations between the minimum and maximum warning periods, and the. maximum and minimum train speeds for the trains passing over the crossing. Referring to- Fig. 2, if the minimum train speed is V feet per second and the minimum and maximum warning periods are T and T1 seconds, respectively, the track section E adjacent the highway will be VT feet in length, and the combined length of sections E and D will be VT1 feet. That is, the section E will be made long enough to provide the minimum warning period of the highway crossing signal at the minimum train speed and the combined length of sections E and D will be sufiicient to provide the maximum warning period at the minimum train speed. It is apparent that the sections D and E when combined will provide the minimum warning period T for some higher speed which I shall call V1 feet per second. The section C is a timing section determining whether the speed of the train approaching the intersection exceeds the .minimum speed V, a warning operation of the signal being initiated at the entrance of section D if the minimum speed is exceeded and delayed until the train reaches the entrance of section E if the speed of the train. is equal to or less than the minimum speed. Since t equalsthe operating time of the time measuring means, section C will be tV feet in length. Due to this relationship existing between the variation in the warning periods and the train speeds, the combined length of sections E, D and C will provide a maximum warning period T1 for the speed V1. That being so, it follows that the sections E, D, and C taken together will provide the 'minimum warning period T for some still higher speed which I shall call V2 feet per second. 7 The section B is a timing section determining whether the speed of the train approaching the intersection exceeds the speed V1 in order that the warning operation of the signal may be initiated at the entrance of section C if the speed exceeds the speed of V1, and may be delayed until the train reaches the entrance of section D if the speed is equal to or less than V1. Consequently, section B will be tV1 feet in length. Again the combined length of sections E, D, C, and B will provide the maximum warning period T1 for trains having the speed of V2. Section A therefore will be a timing section determining whether the speed of a train exceeds V2 and will be tVz feet in length. In the same manner the combined length of sections E, D, C, and B will provide the minimum warning period T for some still higher speed V3. If the speed V3 is equal to the maximum speed for-all trains then additional track sections need not be provided, but if additional sections are required the length of such additional sections will be determined in the same manner as explained for sections A, B, and C. It will be noted that the timing sections A, B, and C are of such lengths that only one adjustment of the time measuring means is required to make the necessary determination of speed in each section. It may be demonstrated mathematically that this will always be the case where there is the relation V1/V=V2/V1=V3/V2. 'Hence, other timing sections for higher or lower speeds may be added by using this same relation, for example, section D could be a timing section if a lower speed is to be considered and a sixth section could be added to provide a higher speed V4. There is an infinite number of combinations which may be used in applying this principle to a practical highway crossing layout. Knowing the maximum speed and the minimum speed of trains passing over the crossing and the permissible variation in warning periods of the signal, it becomes a relatively simple matter to make a track layout by following the procedure given above.

In describing the operation of the apparatus of Fig. 1, I shall assume the permissible minimum and maximum warning periods of signal S prior to arrival of a train at the highway to be 20 and 30 seconds, respectively, for train speeds between a minimum speed of 23.7 miles per hour and a maximum speed of 120 miles per hour. To agree with this variation in the warning periods, the operating time t of the time element relay TE will be 30/20 (30-20), or 15 seconds. On the above assumption of variation in the warning periods of the signal and train speeds, and proceeding under the method explained in referring to Fig. 2, the track sections E, D, C, B, and A of Fig. 1 will be 1044, 520, 786, 1170, and 1758 feet in length, respectively.

I shall first consider the operations that take place in response to a train moving through the track sections toward the highway at a relatively low uniform speed of 25 miles per hour, or 36.7 feet per second. This train upon entering the section A shunts the track relay AR and that re lay upon releasing completes at its back contact l3 a circuit for control relay F and relay F is picked up. This circuit may be traced from the X terminal of the current source over back contact 13 of relay AR, front contacts M, i5, !6, M, l0, l9, and 20 of relays BP, BR, CP, CR, DP, DR, and ER, respectively, check contacts 89 of relay TE, winding of relay F and to the Y terminal of the current source. Relay F on picking up completes at its front contact 2! a shunt path around the check contact 8-9, and completes at its front contact 22 a simple circuit for energizing the time element relay TE. The relay TE requires 15 seconds operating time to close its contact 5-4 and hence when the train has advanced substantially 550 feet in the section A, which is 1758 feet in length, the relay TE picks up and completes. a circuit for energizing the slow release relay G, the circuit for relay G including the front contact 23 of relay F as well as the contact 6-! of relay TE. Relay G at once picks up and closes its front contact 24. It is to be noted that winding 2 of the interlocking relay L which is normally energized over the front contacts 39, I0, and l i of the repeater relays is now provided with two branch paths in multiple over either one of which it may receive current, one path including front contact 24 of relay G and front contact l2 of relay ER, and the other path including front contact 25 of control relay F and front contact l2 of relay ER.

When this train advances and enters section B, the track relay BR is shunted and is released. The repeater relay BP is now deenergized and releases at the end of its slow release period. During the interval between the release of track relay BR and the release of its repeater relay BP the circuit for control relay F is open at front contact l5 of relay BR and relay F is released, the release period of repeater relay BP being sufficient to insure release of control relay F. The time element relay TE is now Without current and its contact arm 6 immediately drops to its normal position and the check contact 8-9 is again closed. When the repeater relay BP is released at the expiration of its slow release period and its back contact 26 is closed, a new circuit is completed for the control relay F and which circuit extends from the X terminal of the current source over front contact E l of slow' release relay G, front contacts H and I0 of relays DP and CP, respectively, back contact 26 of relay BP, back contact '21 of relay BR, front contacts I6, ll, l8, l9 and 20 of relays CP, CR, DP, DR and ER, respectively, check contact ft-9, winding of relay F and to the Y battery terminal, and relay F is again picked up. The relay G is provided with a slow release period which is sufficient to bridge the release period of repeater relay BP and the time required for relay F to pick up and close its contacts. With relay F picked up it receives current over its own front contact 25 and the above traced circuit and hence is retained energized subsequent to the release of relay G at the expiration of its release period. The closing of front contact H of relay F completes the shunt path around the check contact 89 as before, and the closing of its front contact 22 completes the circuit for supplying current to the winding of relay TE and operation of relay TE is started over again. While the release of repeater relay BP in response to the train entering section B opens at its front contact 39 the normal energizing circuit for winding 2 of relay L, this winding is supplied with current over the branch path including front contact 24 of relay G subsequent to the release of relay BP and is then supplied with current over the branch path including front contact 25 of relay F subsequent to the release of relay Gr. It follows that entry of the train into the section B is effective to cause the time element relay TE to be reset to its normal position and a new operation thereof initiated, the normal position of relay TE being checked through the medium of the contact 0--E!, and transfers the circuit for winding 2 from its normal circuit to its two branch paths controlled by relays F and G, respectively.

By the time this train traveling 25 miles per houradvances 550 feet in section B the time element relay TE is again operated to close its contact 5'l and the relay G is again picked up. When the train passes into section C and shunts track relay CR that relay is released at once and its repeater relay CP is deenergized and releases at the end of its slow release period. During the interval between the release of track relay CR and the release of its repeater relay CP, the circuit for relay F is open at front contact ll of relay CR and relay F is released, the time element relay TE in turn being deenergized and restored to its normal position. The release of relay CP and the closing of its back contact 28 completes a new circuit for the control relay F, which extends from the X terminal of the current source over front contact 24 of relay G, front contact I I of relay DP, back contacts 28 and 29 of relays CP and CR, respectively, and thence as previously traced, and relay F is again picked up. The picking up of relay F and the closing of its front contact 22 initiates a new operation of the time element relay TE. Closing of front contact 25 of relay F is effective to retain relay F energized and to supply current to the winding 2 subsequent to the release of relay G at the expiration of its slow release period, the same as described when the train entered section B. Since this train operating at 25 miles per hour consumes more than 15 seconds in traveling through section C, which is 786 feet in length, the time element relay TE is operated to close contact 61 and pick up relay G prior to the arrival of the train at the entrance of section D. The train upon passing into section D shunts track relay DR and deenergizes its repeater relay DP, which releases at the expiration of its slow release period. During the interval between the release of relay DR and the release of the repeater relay DP, the circuit for relay F is open at the front contact l9 of relay DR and relay F is released and, in turn, causes the time element relay TE to be deenergized and reset to its normal position. When repeater relay DP drops and closes its back contact 30, a new circuit is provided for relay F which extends from the X terminal of the current source over front contact 24 of relay G, back contacts 30 and 3| of relays DP and DR, respectively, and thence as before traced, and relay F is picked up. Relay F upon picking up and closing its front contact 25 completes a circuit for retaining itself energized and for supplying current to the winding 2 of relay L. The closing of front contact 22 of relay F initiates a new operation of the time element relay TE but operation of the time element relay TE during the time a train is in the section D performs no useful function and hence operation of the relay TE at this time need not be further considered. When the train enters section E and shunts track relay ER that relay upon releasing and opening its front contact l2 removes current from the winding 2 of relay L with the result that the signal S is set into operation to display a warning indication to the highway users. The opening of front contact 20 of relay ER is eifective to restore the relays F, TE, and G to their normal deenergized condition. It follows that the warning period, prior to the arrival of this train at the intersection, will be substantially 28 seconds, since the section E is 1044 feet in length and the train speed is substan tially 36.7 feet per second. That is, operation of the signal S is not initiated when a train is traveling at a speed less than the minimum speed for which the track sections are arranged until the track section E adjacent the highway is entered, and a warning period at least equal to the minimum warning period of 20 seconds is effected.

I shall now assume a train approaches the highway crossing traveling at the maximum speed of 120 miles per hour or 176 feet per second. When the trains enters section A and shunts track relay AR, that relay is released and completes at its back contact I3 the circuit for energizing the control relay F the same as described in connection with the first train. The time element relay TE is thus energized to initiate its operation in response to the train entering the section A. Relay TE, however, will not close its contacts 6-? before the train advances through the section A and enters section B and shunts the track relay BR since this train will travel through section A and enter section B in about 10 seconds, whereas the operating time of relay TE is 15 seconds. Consequently, relay G is not picked up prior to the shunting of the track relay ER with the result that when relay ER is shunted and the circuit for relay F is opened at front contact l5 of relay BR, relay F is released and remains deenergized inasmuch as the second circuit for relay F, which includes back contact 26 of repeater relay BP, is open at the front contact 24 of relay G. Release of repeater relay BP and the opening of its front contact 39 deenergizes winding 2 of relay L since the branch paths for winding 2 which include front contacts 24 and 25 of relays G and F, respectively, are now open. Consequently, operation of the signal S is initiated upon the entrance of this train into the section B. The warning period for signal S prior to the arrival of the train at the intersection will be substantially 20 seconds since the total distance from the entrance of section B to the highway is 3520 feet, which is the distance a train operating at 176 feet per second will advance in 20 seconds. It is apparent, therefore, that for all trains exceeding the speed of miles per hour or 117.3 feet per second in section A, the signal S is set into operation when the train enters the section B since trains exceeding 80 miles per hour will consume something less than 15 seconds in passing through section A and the time element relay TE will not have operated to pick up relay G prior to the release of track relay BR. A train moving at 80 miles per hour will consume 30 seconds in advancing from the entrance to section B to the highway and thus the variation in the warning period for train speeds between and 80 miles per hour will be 20 to 30 seconds.

If a train is operating at a speed slightly less than 80 miles per hour and consumes 15 seconds in traveling section A and entering section B, the time element relay TE will have operated and relay G would be picked up when the track relay ER is shunted. With relay G picked up the winding 2 of relay L is retained energized over the branch path including front contact 24 of relay G subsequent to the release of relay BP, and the control relay F is reenergized over the circuit including front contact 2d of relay G and the back contact 26 of relay BP, as traced hereinbefore. In this case, the signal S is not set into operation and a new operation of time element relay TE is initiated. If the train exceeds 53.4 miles per hour, or 78.2 feet per second, it will require something less than 15 seconds in advancing through the section B and hence operation of the signal S will be started when the train enters section C and shunts track relay CR since relay TE will not have completed its operation and picked up relay G during the time the train is in section B, with the result that winding 2 is deenergized when relay F is released and its front contact 25 is opened in response to the shunting of the track relay CR. Trains moving 80 and 53.4 miles per hour will consume substantially 20 and 30 seconds, respectively, in traveling from the entrance of section C to the highway. Consequently, for train speeds between 80 and 53.4 miles per hour, the operation of signal S is started as the train enters section C and a warning period between 20 and 30 seconds prior to the arrival of the train at the intersection is effected.

If the train is moving a little less than 53.4 miles per hour in section B and consumes something over 15 seconds in passing therethrough so that relay TE has completed its second operation and picked up relay G prior to the shunting of the track relay CR, the relay F will be released and the relay TE will be reset during the interval between the release of relay CR and the release of its repeater relay CP and relay F will be reenergized and a new operation of relay TE started When relay CP is released. The circuit for energizing relay F this time extends from the X terminal of the current source over front contact 24 of relay G, front contact II of relay DP, back contacts 28 and 29 of relays CP and CR, respectively, and thence as previously traced; The a winding 2 of relay L will be retained energized during the resetting of relays F and TE over the branch path. including front contact 24 of: relay G, and will then be retained energized over the branch path including front contact 25 of relay F subsequent to the release of relayG.

If the train exceeds 35.6 miles per hour or 52.2 feet per second in section C, the signals will be set into operation. when the train enters section D and shuntstrack relayDR since at suchspeed it will consume less than 15 seconds in advancing through section C, which is '786 feet in length, and relay TE will not have completed its third operation to pick up relay G prior to the release of relay F when the track relay- DR is shunted. It is to be seen, therefore, that for train speeds between 53xl and 35.6 miles per hour,the signal S is set into operation when the train enters section D and a warning period between 20 and 30 seconds is effected. For train speeds below 35.6 miles per hour the operation of signal Sis delayed until the train enters section E and shunts track relay ER, the operation in this case being the same as described in connection with the train moving 25 miles per hour. From the foregoing description of Fig. 1, it is apparent that the time measuring means which has a single operating period is successively operated as a train travels the consecutive sections A, B, and C and is effective to start operation of the signalat a point to the rear of the highway sufilcient that a warning period of 20 to 30 seconds, prior to the arrival: of the train at the intersection, is assured;

It is to be noted that a train operating at less than the speed limit in the various track sections of Fig. 1 may stop, as for a station, reverse out of the section, or do switching movements at any point between the entrance of section A and the entrance of section E, without operating the crossing signal.

In practicing the invention it may not be necessary to provide as many track sections as shown in Fig. 1. For example, if 80 miles per hour was the maximum speed then section A would be eliminated. In this case relays AR and B? would be removed, the contacts of relay BR would be arranged as shown for relay AR and the contacts of relay would be arranged as shown for relay BP. Again the highway crossing may be in a locality where practically all trains are high speed trains and it may'not be necessary to consider trains traveling at less than 35.6 miles per hour. In such event sections D and E will be combined and relays ER and DP would be removed, the contacts of relay DR being arranged as shown for relay ER. However, if it should be necessary toconsider lower speeds than 23.7 miles per hour, the entire track layout may be rearranged or another section may be added with the section D being made a timing section and the section E being reduced in length accordingly. A study of the invention will disclose the flexibility of this system;

In Fig. 3, a possible arrangement of track sections is disclosed for a location where the maximum speed is 135 miles per hour and the permissible variation of warning periods for the highway crossing signals is 20 to 30 seconds and where the entrance of section B is an automatic wayside signal location. In such layout the entrance of section A will be a satisfactory cut section location for the wayside signal track circuits. In Fig. 4, a possible arrangement of track sections is disclosed which is suitable for a locality where the maximum train speed is 135 miles per hour and the minimum warning period is 25 seconds, with a permissible variation of 12 seconds and where the entrance to section C is an automatic wayside signal location or where entrance of section A and exit of section E. are signal locations. Fig. 5 illustrates a possible arrangement of track sections for a localitywhere the maximum speed is 90 miles per hour with a 20 second minimum warning period and a permissible variation of seconds. This arrangement is suitable where the entrance of section A or the exit of section D is an automatic wayside signal location.

As set forth hereinbefore, this method of procedure permits providing relatively longer times of warning in the higher ranges of speed than those effective for the. lower ranges of speed. For example, assuming the minimum warning periods for speeds of 25.0, 38.0, 54.0 and 76.9 miles per hour are tobe 20.0, 23.0, 36.4 and 30.0 seconds, respectively, the permissible variation in the warning period being substantially 8 seconds. In Fig. 6 the track section lengths necessary to provide the above arrangement of warning periods are illustrated; the lengths indicated in Fig. 6 for the several track sections being determined'in the manner described in connection with Fig. 2.

From the foregoing description it is apparent that the apparatus here provided is operative to reset and initiate a new operation of the time measuring device TM for each track section A, B, and C, the device TM functioning to release a signal control when a train consumes less than a predetermined time interval in advancing through the section and to hold in abeyance the signal control when the train speed is below the prescribed limit for the section and the device completes its operating cycle prior to the arrival of the train at the entrance of the next succeeding section. In Figs. 1 to 6, the sections A, B and C are progressively shorter as required in the control of highway crossing signals. It is clear, however, that when the apparatus is used for other signal controls, such as speed signaling for example, the sections A, B, and C may be equal inlength with the same speed limit for each section, the apparatus functioning to reset and initiate a new operation of the device TM for each section. Again, if desired, the sections A, B, and C may be of different lengths but not progressively shorter. That is, the broad feature of the apparatus here provided is to reset and initiate a new operation of the time measuring device for each track section, the device acting to release a signal control when the train in passing through a section consumes a time interval'less than the prescribed operating period of the device and to hold such signal control in abeyance if the train speed is below the pre scribed limit and the device completes its operating cycle prior to the arrival of the train at .the entrance of the next succeeding section.

Many places where apparatus embodying my invention may be usedwill suggest themselves and-it will be understood that the application of the'apparatus to the control-of a highway crosstion, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, What I claim is:

1. In combination, a stretch of railway track formed into a plurality of consecutive track sections, said sections formed each of a length which corresponds to a speed limit prescribed for the respective section, a single electroresponsive time measuring device, circuit means controlled by a train in traveling said sections to associate successively the time measuring device with the sections to initiate a new operation of the device for each section, and signaling means controlled by said device to initiate an indication if the train exceeds the limit of speed prescribed for any track section.

2. In combination, a stretch of railway track formed into a plurality of consecutive track sections, the length of each section bearing a selected relation to the distance between the near end of the section and a fixed point in advance of the sections, a single electroresponsive time measuring device, circuit means controlled by a train in traveling said sections to associate successively the time measuring device with the sections to operate the device for each section, signaling means, and circuit means rendered effective by said device provided only the train eX- ceeds the limit of speed predetermined for any section for actuating said signaling means.

3. In combination, a stretch of railway track formed into a plurality of consecutive track sections, the length of each section bearing a selected relation to the distance between the near end of the section and a fixed point in advance of the sections, a single electroresponsive time measuring device, circuit means responsive to the front end of a train entering each section to associate successively the time measuring device with the sections to operate the device in response to the train moving through the particular section, signaling means, and circuit means rendered eifective by said device provided only the train exceeds the limit of speed predetermined for any section for actuating said signaling means.

4. In combination, a stretch of railway track formed into a plurality of consecutive track sections, the length of each section being directly proportional to the speed limit predetermined for its section and the length of each bearing a selected relation to the distance between the near end of the section and a fixed point in advance of the sections, a single electroresponsive time measuring device, circuit means controlled by a train in traveling said sections to associate successively the time measuring device with the sections to operate the device for each section, signaling means, and circuit means rendered effective by said device provided only the train exceeds the limit of speed predetermined for any section for actuating said signaling means.

5. In combination, a stretch of railway track formed into a plurality of consecutive track sections, said sections made of lengths such that the length of each section is that required by a train moving at a speed prescribed for the section to travel in a predetermined time interval, a single time measuring device having a predetermined operating period equal to said interval, means controlled by a train in traveling said sections to successively operate said device once for each section, a signal, operating means controlled by the front end of a train upon passing from one section into the next to start operation of said signal, and means controlled by said time measuring device for rendering said operating means ineifective to start operation of the signal when said device has completed its operation while the train traversed the preceding section.

6. In combination, a stretch of railway track formed into a plurality of consecutive track sections, said sections made of different lengths the length of each section being such as required by a train moving at a particular speed to travel in a predetermined time interval, a single time measuring device having an operating period equal to said interval, means controlled by a train moving through the sections to initiate an operation of said device as the front end of the train enters each section to determine if the train exceeds the particular speed corresponding to the section, a signal, operating means controlled by the train upon passing from one section into the next to operate said signal, and means controlled by said time measuring device for modifying the control effected by the operating means when said device completed its operation while the train traversed the preceding section.

'7. In combination, a stretch of railway track formed into a plurality of consecutive track sections to one side of a fixed point, said sections made of different lengths the length of each section being such as required by a train moving at a particular speed to travel in a predetermined time interval, a single time measuring device having a predetermined operating period equal to said interval, means controlled by a train in occupying the sections as it approaches said fixed point to operate successively said device once for each section, a signal, operating means rendered eflective in response to the train passing from one section into the next to start operation of said signal, and means controlled by said device to annul the effect of said operating means in starting operation of said signal when said device completed its operation while the train occupied the preceding section.

8. In combination, a stretch of railway track formed into a plurality of consecutive track sections, a slow pickup relay, circuit means including a current source controlled by a train in traveling said sections to initiate energization of said relay in response to the train entering each section, signaling means, and means controlled by said relay to initiate operation of the signaling means when the train traverses a section in less than the pickup period of said relay.

9. In combination, a stretch of railway track formed into a plurality of consecutive track sections, a slow pickup relay, circuit means including a current source controlled by a train in traveling said sections to successively energize said relay onceior each section, signaling means, and means controlled by said relay to initiate operation of the signaling means when the train traverses a section in less than the pickup period of .said relay.

10. In combination, a stretch of railway track, signaling means at a fixed location along the track, a time element relay having a predetermined period of operation, means controlled by a train for operating said relay while a train approaching said location travels a first fixed distance, means controlled by the train to restart and operate said relay while the train travels a second and shorter fixed distance which is nearer said location, operating means controlled by the train upon reaching the end of each of said fixed "distances for operating said signaling means, and

means controlled by said relay when it has completed its operation prior to arrival of the train at the end of the respective fixed distance to render said operating means ineffective to operate the signaling means.

11. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, time measuring means having a predetermined operating period, a plurality of consecutive timing track sections to one side of the intersection and said sections each shorter than the next preceding section in accordance with a predetermined ratio, means controlled by a train in successively occupying said track sections to successively operate said time measuring means once for each section, operating means controlled by the train upon passing from one section into the next to start operation of said signal, and means controlled by said time measuring means for rendering said operating means ineffective when the time measuring means has completed its operation while the train traversed the preceding section.

12. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, time measuring means including a normally deenergized relay having a predetermined pickup period, a plurality of consecutive timing track sections to one side of the intersection and said sections each shorter than the next preceding section in accordance with a predetermined ratio, means controlled by a train occupying any one of said sections to energize said relay, means controlled by a train in passing from one section into the next to deenergize said relay to restart its pickup period, operating means controlled by the train in passing from one section into the next to start operation of said signal, and means controlled by the time measuring means for rendering said operating means ineffective when said relay has been picked up while the train traversed the preceding section.

13. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a warning period for said signal having a predetermined variation between a minimum and a maximum value, a time measuring means having an operating period which is the product of said variation and the ratio of said maximum and minimum values, a plurality of consecutive timing track sections to one side of the intersection, the lengths of the sections being increased for the consecutive sections starting with the section nearest the intersection in accordance with said ratio, means controlled by a train upon entering each of the sections for initiating an operation of said time measuring means, and means controlled by said time measuring means for governing the starting of the operation of said signal whereby said warning period is assured.

14. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, two adjacent track sections located to one side of the intersection with the exit ends of the sections remote from the intersection sufficient to provide a predetermined warning period of the signal for a high and a low speed respectively, said sections having lengths such that the same time interval is required for a train moving at the high speed to pass through the more remote section as is required for the train to pass. through the nearer section at the low speed, a time measuring means having an operating time equal to said interval,

means controlled by a train upon entering each of said sections to initiate an operation of the time measuring means, operating means conthe operating means ineffective to start the warning of the signal.

15. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a time element relay having a predetermined period of operation, means controlled by a train for operating said relay While a train approaching the intersection travels a first fixed distance, means controlled by the train to restart and operate said relay While the train travels a second and different fixed distance, operating means controlled by the train upon reaching the end of each of said fixed distances for starting operation of said signal, and means controlled'by said relay when it has completed its operation prior to arrival of the train at the end of the respective fixed distance to render said operating means ineffective to start operation of the signal.

16. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a time element relay having a predetermined period of operation, means controlled by a train for operating said relay while a train approaching the intersection travels a first given distance, means controlled by the train to restart and operate said relay while the train travels a second and different fixed distance, operating means controlled by the train upon reaching the end of each of said fixed distances for starting operation of said signal, and means controlled by said relay when it has completed its operation prior to arrival of the train at the end of the respective fixed distance to render said operating means ineffective, whereby a train traveling above a first speed will start operation of the signal at the end of the first fixed distance and traveling below the first but above a second speed will start operation of the signal at the end of the second fixed distance.

17. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a first and a second track section on one side of the intersection, said sections having lengths such that the ratio of the length of the first section to the length of the second section is equal to the ratio of a first speed to a second speed, a time element relay having a pickup period the ratio of the interval of which to a given warning period is equal to the first mentioned ratio, means controlled by a train upon entering each of said sections to energize said relay, operating means controlled by the train as it reaches the exit end of each of the sections to start operation of said signal, and means controlled by the relay when picked up prior to arrival of the train at the exit of a section to render said operating means ineffective whereby a train operating above said first speed will start operation of the signal at the end of the first section and operating below the first speed and above the second speed will start operation of the signal at the end of the second section and operating below the second speed the operation of the signal will be delayed.

18. Incombination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a normally deenergized slow pickup relay, a normally deenergized slow release relay, a control relay, a plurality of track sections to one side of the intersection and said sections arranged consecutively with each section shorter than the next preceding section in accordance with a predetermined ratio, means controlled by a train occupying the most remote section to energize the control relay, means including a front contact of the control relay to energize the slow pickup relay, means including a front contact of the slow pickup relay to energize the slow release relay, means including a front contact of the slow release relay to release and reenergize the control relay in response to a train passing from one section into the next for releasing and reenergizing the slow pickup relay, means including a winding effective when deenergized to operate the signal, a first control circuit to energize said winding and effective only when all the sections except the most remote section are unoccupied, and a second control circuit effective to energize said winding and including a front contact of the control relay and a front contact of the slow release relay in multiple.

19. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a normally deenergized slow pickup relay, a normally deenergized slow release relay, a control relay; a first, second, third and fourth track section to one side of the intersection and said sections each shorter than the next preceding section in accordance with a predetermined ratio; a track relay for each section, means including a back contact of the track relay for the fourth section to energize the control relay, means including a front contact of the control relay to energize the slow pickup relay, means including a front contact of the slow pickup relay to energize the slow release relay, means controlled by the relays for the third and second sections and including a front contact of the slow release relay to release and reenergize the control relay for releasing and reenergizing the slow pickup relay in response to a train passing from the fourth section into the third section and from the third section into the second section, means including a winding effective when deenergized to operate the signal; a first control circuit to energize said winding and including'front contacts governed by the relays of the first, second and third sections; and a second circuit to energize said winding and including a front contact of the control relay and a front contact of the slow release relay in multiple as well as a front contact of the relay for the first section.

20. In combination, a stretch of railway track intersected by a highway and formed into a plurality of track sections on one side of the intersection the lengths of which sections bear a predetermined ratio with respect to each other, a highway crossing signal located at the intersection, a time element device having an operating period determined in part in accordance with said ratio, a control circuit governed by a train advancing through the sections toward the highway to successively operate said device once for each section, means governed by said device to disable said control circuit when the train advances through a section before said device has fully completed its operation, and circuit means controlled in part by said device for operating the signal.

21. In combination, a stretch of railway track intersected by a highway and formed into a plurality of track sections on one side of the intersection the lengths of which sections bear a predetermined ratio with respect to each other, a highway crossing signal located at the intersection, a time element device having an operating period determined in part in accordance with said ratio, a control circuit governed by a train advancing through the sections toward the highway to successively operate said device once for each section, means governed by said device to disable said control circuit when the train advances through a section before said device has fully completed its operation, and circuit means controlled by said device and by a train for governing the signal to initiate an operation of the signal when a train enters a section and said device is not operated.

22. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, time measuring means including a slow pickup relay and a slow release relay, a control relay; track sections A,

'B, and C formed consecutively to one side of the highway and which sections a train travels in the order named in approaching the highway, a track circuit for each section including a track relay, a slow release track repeater relay for section B, a first control circuit for the control relay including a back contact of the track relay of section A and a front contact of the track relay of section B, an operating circuit for the slow pickup relay including a front contact of the control relay, a circuit for the slow release relay including a front contact of the slow pickup relay, a second control circuit for the control relay including a front contact of the slow release relay and a back contact of the repeater relay as well as a front contact of the track relay section C, and circuit means for at times governing the operation of the signal and including a front contact of the control relay and a front contact of the slow release relay in multiple.

23. In combination with a stretch of railway track intersected by a highway at which a highway crossing signal is located, means to effect warning periods of said signal between a given maximum and a given minimum interval for all trains having speeds between a given maximum and a given minimum speed comprising, a plurality of consecutive track sections on one side of the highway the lengths of which bear a ratio with respect to each other equal to the ratio between said maximum and minimum warning intervals with the shortest section nearest the highway, time measuring means having an operating period equal to the product of said ratio and the variation between said maximum and minimum warning intervals, means controlled by a train in traversing said sections to initiate a new operation of the time measuring means in response to the train entering each section, and means to start the operation of the signal when the train enters a section when the train traversed the preceding section in less than the operating period of the time measuring means.

24. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a timing section and a first and a second operationg section arranged consecutively in the order named to one side of the highway, a normally energized traffic device is operated a predetermined time interval and a back contact of the traffic controlled relay of the first operating section as well as a front contact of the traffic controlled relay of the second operating section, an electromagnet for governing the operation of said signal, and an energizing circuit for said magnet comprising a main path including a contact closed when the trafiic controlled relay of the first operating section is energized and a branch path including a 10 front contact of said control relay.

GEORGE W. BAUGI-IMAN. 

